EP1224406A1 - Procede et dispositif de commande et de regulation d'un embrayage dans une boite automatique a variation continue pour vehicule automobile - Google Patents

Procede et dispositif de commande et de regulation d'un embrayage dans une boite automatique a variation continue pour vehicule automobile

Info

Publication number
EP1224406A1
EP1224406A1 EP00974442A EP00974442A EP1224406A1 EP 1224406 A1 EP1224406 A1 EP 1224406A1 EP 00974442 A EP00974442 A EP 00974442A EP 00974442 A EP00974442 A EP 00974442A EP 1224406 A1 EP1224406 A1 EP 1224406A1
Authority
EP
European Patent Office
Prior art keywords
clutch
speed
torque
dnk
value
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP00974442A
Other languages
German (de)
English (en)
Other versions
EP1224406B1 (fr
Inventor
Martin Vohmann
Ralf Dreibholz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP1224406A1 publication Critical patent/EP1224406A1/fr
Application granted granted Critical
Publication of EP1224406B1 publication Critical patent/EP1224406B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/027—Clutch torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10406—Clutch position
    • F16D2500/10412—Transmission line of a vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/108—Gear
    • F16D2500/1081—Actuation type
    • F16D2500/1085—Automatic transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/108—Gear
    • F16D2500/1088—CVT
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30406—Clutch slip
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3041—Signal inputs from the clutch from the input shaft
    • F16D2500/30415—Speed of the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3042—Signal inputs from the clutch from the output shaft
    • F16D2500/30426—Speed of the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3065—Torque of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3067—Speed of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/3082—Signal inputs from the transmission from the output shaft
    • F16D2500/30825—Speed of the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/31—Signal inputs from the vehicle
    • F16D2500/3101—Detection of a brake actuation by a sensor on the brake
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/31—Signal inputs from the vehicle
    • F16D2500/3108—Vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50224—Drive-off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/508—Relating driving conditions
    • F16D2500/50858—Selecting a Mode of operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/706—Strategy of control
    • F16D2500/7061—Feed-back
    • F16D2500/70615—PI control

Definitions

  • the invention relates to a method for controlling and regulating a clutch in a continuously variable automatic transmission for a motor vehicle, in which an electronic control unit with two control loops determines the behavior of the clutch.
  • the invention further relates to a device for carrying out the method for controlling and regulating a clutch in a motor vehicle drive.
  • a clutch in the sense of the invention is to be understood as a starting clutch.
  • This includes clutches which are arranged between an internal combustion engine and an automatic transmission, and lockup clutches as well as clutches and brakes arranged in the automatic transmission, which can be used both for starting and as a clutch.
  • the invention relates to wet-running starting clutches, which can be integrated in the automatic transmission.
  • starting clutches are usually arranged as a module at the transmission input, for example also as a starting element in an automated multi-step transmission.
  • the wet A drive clutch is also arranged as an assembly on the transmission output. Clutches and brakes in the automatic transmission or in the automated multi-speed transmission are usually actuated electro-hydraulically, irrespective of the use of the shift element as a gear change clutch, starting clutch or converter lock-up clutch.
  • vehicle-specific, transmission-specific and driving-state-dependent variables such as, for example, axle and gear ratios, engine torque, engine speed, accelerator pedal position, or the like
  • vehicle-specific, transmission-specific and driving-state-dependent variables are processed in an electronic transmission control unit and corresponding clutch-relevant output signals, for example for pressure control or pressure control or during a gear change or for Speed control during a slip operation, transmitted to a hydraulic control unit and converted there into hydraulic control pressures for the corresponding clutch by means of actuators and hydraulic valve.
  • a method for controlling a starting clutch is known, inter alia, from DE 44 09 122 AI.
  • the start-up control consists of two phases; In a first phase, the input speed of the clutch is brought up to a target speed, the target speed being determined from the performance specification of the driver and a driving activity. In the second phase, the difference between the input and output speed of the clutch is reduced to zero after a setpoint curve.
  • the clutch is controlled and regulated by means of a first control loop during two driving states; the controlled variable corresponds to the actual value of a differential speed of the clutch.
  • the first state corresponds to a starting process and the second state corresponds to driving with variable transmission ratio.
  • a method for controlling and regulating a clutch in an automated step transmission with traction power interruption, or in an automated power shift step transmission is known. It is controlled or regulated by means of a first control loop during three driving states; the controlled variable corresponds to the actual value of a differential speed of the clutch.
  • the first state corresponds to a starting process, the second state corresponds to driving with constant gear ratio and the third state is when a load shift, or an adjustment of the gear ratio from a first to a second gear ratio stage of the automatic transmission is initiated.
  • the present invention is based on the object, based on the above-described prior art, of specifying a method for controlling and regulating a clutch in a continuously variable automatic transmission for a motor vehicle and a device for carrying out the method for controlling and regulating the clutch, and this with regard to To further develop the multiple use of a single clutch, in particular with regard to improved control quality and control dynamics, in connection with a continuously variable automatic transmission.
  • the invention advantageously consists in that the first control loop is used to control and regulate the clutch during a first driving state; the controlled variable corresponds to the actual value of the engine speed n_MOT_IST, which corresponds to the input speed of the clutch.
  • n_MOT_IST the actual value of the engine speed
  • a second control circuit is used, the controlled variable of which is equivalent to the actual value of the differential speed of the clutch dnK_IST, and finally, during the third driving state, the clutch is subjected to a controlled pressure value which is dependent on various influencing variables.
  • the three driving states correspond to a starting process below a vehicle limit speed in train operation as the first state, the driving beyond the starting process above a vehicle limit speed with a positive or negative torque in the train or pushing operation as the second state and driving below a vehicle limit speed with negative torque on the output in the pushing operation during the third state, the starting process differs from the other driving states in that the vehicle speed is less than a limit value and the vehicle engine can be stalled below this limit speed.
  • the method according to the invention advantageously achieves a better response of the transmission control to load changes, in particular when the throttle is removed in the third state, since here the pressure value of the clutch is only controlled and not regulated.
  • the clutch differential speed is not tracked down to a value of zero, so that a vibration decoupling between the motor and the transmission is advantageously achieved.
  • the translation change in the continuously variable automatic transmission is largely determined by a third control loop and that the first and third or the second and third control loops are connected to one another via a decoupling network, the decoupling network each having a first and has a second signal path.
  • a separate control loop namely the third control loop, is used.
  • the two control loops in use are also connected to one another via a decoupling network, advantageously only the two controllers in use not mutually influencing each other in their effect.
  • the first control loop acts on the third control loop via a first signal path via the decoupling network and that the third control loop acts on the decoupling network via a decoupling means second control loop affects the first control loop.
  • the second control loop acts on the third control loop by means of the decoupling network via the first signal path and the third control loop acts on the second control loop via the second signal path by means of the decoupling network.
  • the pressure level pAK of the clutch in the first and in the second state is calculated from the sum of an offset value pAK_OFF and a sum value pSUM.
  • the total value pSUM is largely determined from the balance of the controlled mo- MK (ST) of the clutch, the regulated total torque MK (RE) of the clutch and decoupled load switching torque MLS_ENT.
  • the controlled torque MK (ST) is largely determined from the dynamic torque of the clutch MDYN_K and the engine torque MMOT.
  • the regulated total torque MK (RE) ⁇ of the clutch is determined from the dynamic engine torque MDYN_MOT and a regulated torque MK (RE).
  • the regulated torque MK (RE) in the first driving state is largely determined from the target / actual comparison of a variable equivalent to the engine speed n_MOT and a driver's performance specification DKI by means of a controller.
  • the transmission-dependent target differential speed dn_SW (i) for a starting gear of the automatic transmission is determined in the second driving state via a map KF (i).
  • This map represents an assignment of the driver's power specification DKI and output speed nAB of the clutch.
  • the controlled torque in the second driving state MK (RE) is largely determined from the target / actual comparison of the speed difference dnK_SW, dnK_IST of the clutch and a driver's power specification DKI by means of a controller.
  • the controller advantageously includes a limited integrator, with the integrator using the control deviation from the target / actual comparison of the input variables Speed difference dnK_SW, dnK_IST of the clutch, the adjustment speed of the power specification DKI and the ratio of actual to target value of the differential speed dnK_IST / dnK_SW of the clutch is supplied.
  • the setpoint of the differential speed of the clutch dnK_SW advantageously results from the addition of a setpoint offset dnLS_SW and a gear-dependent differential speed of the clutch dn SW (i).
  • the setpoint value of the differential speed dnK_SW is advantageously passed through a filter, in particular a dynamic delay element, the current actual value of the differential speed dnK_IST being set as the initial value of the delay element.
  • the setpoint offset of the differential speed dnLS_SW of the clutch is increased during a transmission change from a first to a second transmission stage of the automatic transmission.
  • the characteristic diagrams are designed in such a way that, at a vehicle speed v less than a limit value GW, there is an increased differential speed dn__SW (i) of the clutch. This provides active stall protection for non-starts, e.g. B. for driving with constant translation of the automatic transmission achieved.
  • a limit value becomes smaller GW calculates an increased differential speed dn_SW (i) of the clutch as protection against stalling.
  • the increased differential speed dn_SW (i) is set greater than the difference between the minimum speed of the internal combustion engine n_MOT_MIN and the output speed of the clutch nAB.
  • the pressure level pAK of the clutch results from a pressure value which is dependent on one or more of the following variables: throttle valve position, brake actuation, brake pressure, engine torque, power shift or the like and the pressure value is a controlled variable.
  • a device for carrying out a method for controlling and regulating a clutch in a continuously variable automatic transmission for a motor vehicle is also specified.
  • an electronic control unit with a first and a second control circuit is provided, the control variable of the first control circuit being equivalent to the actual value of the engine speed and the control variable of the second control circuit being equivalent to the actual value of a differential speed of the clutch.
  • a third control loop is provided, which is connected to the first and second control loops via a decoupling network, and the third control loop decisively determines the load circuit.
  • the decoupling network each has a first and a second signal path between the first and third and between the second and third control loops.
  • Fig. 4 is a map for non-starting ratios.
  • Fig. 1 shows an overview of the two control loops.
  • the first control circuit for controlling and regulating the clutch 2 is designated by reference number 3.
  • Reference number 4 denotes the second control circuit for controlling and regulating a continuously variable transmission 1.
  • a variator is shown at 33.
  • Clutch 2 in the sense of the invention is to be understood as a starting clutch. This can be connected upstream of the continuously variable transmission 1 or correspond to the converter lock-up clutch or a clutch integrated in the transmission.
  • Input variables 17 are supplied to both the first and the second control circuit 3, 4.
  • Input variables 17 are: the signal of the power specification by a driver, e.g. B. Throttle valve information DKI or its gradient, the mo- ment of an internal combustion engine, not shown, which drives the continuously variable transmission 1 and the input / output speed of the clutch 2.
  • the first control circuit 3 consists of the blocks: setpoint specification 5, controller 6, factor 7, mass ratio 8, absolute value 9 and Constant 10.
  • the setpoint specification 5 supplies the setpoint of the differential speed dnK_SW clutch 2 and the controlled torque MK (ST) of clutch 2 as well as the dynamic engine torque MDYN_MOT as output variables.
  • the internal structure of the setpoint specification 5 is explained in connection with FIG. 2.
  • controller setpoint corresponds to the nominal motor speed n_MOT_SW and the actual value corresponds to the actual motor speed n_MOT_IST.
  • controller setpoint corresponds to the target differential speed at clutch 2 dnK_SW and the actual value from the actual differential speed at clutch 2 dnK_IST.
  • the internal structure of the controller 6 will be explained in connection with FIG. 3.
  • the output variable of controller 6 is the controlled torque MK (RE) of clutch 2.
  • the controlled torque MK (RE) of clutch 2 and the dynamic engine torque MDYN_MOT result in the controlled total torque MK (RE) ', sum ation point A.
  • the second control loop 4 consists of: setpoint specification 11, controller 12, factor 13, mass ratio 14 and the product of the motor moment of inertia times the factor 13. The second control loop 4 determines the sequence of the stepless adjustment.
  • the function block setpoint specification 11 determines the setpoint n_SW of the stepless adjustment, the controlled portion of the manipulated variable of the CVT Y_ST.
  • the setpoint n_SW is compared at the summation point D with the actual value n_IST of the continuous adjustment.
  • the actual value n_IST is determined from the output variables of the continuously variable transmission 1.
  • the resulting control deviation is the input variable of the controller 12.
  • the controller output value Y_RG is added at the summation point E to the dynamic torque component Y_MDYN from the setpoint specification 11. This results in the regulated part Y_RE '. At summation point F, this is added to the controlled component Y_ST and to the decoupling component Y_ENT.
  • a control variable for the continuously variable transmission is formed from the result.
  • the result is the manipulated variable Y_GES for the variator 33.
  • the first and second control loops 3, 4 are connected to one another via a decoupling network.
  • the decoupling network contains a first signal path in which the function block 7 and the function block 8 are arranged.
  • the input variable of the first signal path is the regulated total torque MK (RE) '. This is multiplied by a factor, function block 7. This factor is tuned based on trials. The result of this is in function block 8 with the mass ratio of engine mass to that Weighted sum of engine mass and gearbox mass.
  • the output variable is then the decoupling component Y_ENT of clutch 2.
  • the second signal path of the decoupling network has function blocks 13 and 14, the input variable of which is the regulated component Y_RE 'of the continuously variable circuit.
  • the output variable of the second signal path is the decoupling moment of the continuously variable translation M_ENT.
  • the input variables 17 are fed to this.
  • function block 18 setpoint management, a raw setpoint of the differential speed of clutch 2 is determined from the input variables speed of the internal combustion engine, throttle valve information DKI and torque of the internal combustion engine. This value is then filtered in the filter 19, usually in the form of a PTI element with gradient limitation.
  • An output variable of the filter 19 is the setpoint dnk_SW of the differential speed of the clutch 2. This setpoint is made available at the output of the setpoint specification 5.
  • Another output variable of the filter 19 is linked in the function block 20 with the motor moment of inertia Theta-MOT and a factor, reference symbol 23A. The output variable is then the dynamic torque of the internal combustion engine MDYN_MOT.
  • Function block 21 is used to determine the angular velocity gradient dOmega / dt from the input variable output speed of clutch nAB. The result is multiplied in function block 22 by the motor moment of inertia Theta-MOT and the current gear ratio of the continuously variable transmission i.
  • the output variable is the dynamic torque MDYN_K on clutch 2 during a continuous adjustment.
  • MDYN_K f (Theta-MOT, i, di / dt, Omega, dOmega / dt)
  • MDYN_K dynamic torque clutch
  • Theta-MOT moment of inertia of internal combustion engine i: current gear ratio dOmega / dt: gradient angular velocity
  • controller 3 shows the internal structure of controller 6.
  • the input variables 17 as well as the setpoint value dnK_SW and the actual value dnK_IST of the differential speed of the clutch 2 are supplied to this.
  • the absolute value is formed in function block 24 from the actual value dnK_IST. This absolute value is then the input variable for the divider 27 or the summation point G. The second is on the divider 27
  • the quotient is carried out on function block 28, characteristic curve dynamic lowering. With very small slip values, e.g. B. less than 10 revolutions, the input value of the integrator 31 artificially increased. This creates an additional before ramp-like pressure reduction is achieved.
  • the point of use results from the ratio of the actual value to the target value of the speed difference of clutch 2.
  • the input variable throttle valve information DKI is the input signal for a dTl element 29.
  • the output signal of this filter is then the input signal for the characteristic "open quickly" 30.
  • This characteristic depending on the driver's desired performance or its gradient with rapid gas reduction, is the input value of the integrator 31 artificially enlarged. This results in an additional ramp-shaped pressure reduction. The pressure reduction can be changed via the characteristic curve.
  • the setpoint dnK_SW is summed up with the absolute value of the actual value of the differential speed clutch 2 formed in the function block 24.
  • the result is then carried out in parallel via a function block P component 25 and the second via an I component 26.
  • the output variable of the P component 25 acts on the summation point H.
  • the output variable of the function block 26 acts on the limited integrator 31.
  • the output value of the limited integrator 31 is linked at the summation point H with the proportional component from the function block 25 and on the Function block 32, active factor.
  • the active factor determines the direction in which the current control torque should act. This is necessary to determine the decoupling part Y_ENT.
  • the differential torque is number dn_SW (i) intended for non-starting ratios of the continuously variable transmission.
  • the map contains an area defined by the two delimitation curves F1 and F2.
  • the boundary line F2 corresponds to 0% and the boundary line Fl corresponds to 100% throttle valve information DKI.
  • a point C is drawn on the boundary line F1.
  • This speed increase, value n (c), causes the clutch to be held in the slipping state, so that active vibration decoupling is achieved.
  • a hatched area is shown within the map. This area is used for anti-stall, i.e. that is, at low output speeds nAB of clutch 2, a defined setpoint of the differential speed is applied to it.
  • the stall protection can also be calculated according to the following relationship:
  • NMOT_MIN minimum engine speed
  • nAB output speed of clutch 2
  • 1st state The engine is started using a motor speed controller. The vehicle starts to move until the transition to the second state occurs after the speed of the clutch 2 has fallen below the differential speed or after the base speed has been exceeded.
  • the map KF (il) changes to a map KF (i2) according to FIG. 4.
  • a decoupling component M_CVT is added to the controlled torque MK (ST) and regulated total torque MK (RE) 'via the decoupling network via a second signal path.
  • a decoupling component Y ENT of the clutch 2 is added to the variator 33 to be adjusted via the first signal path.
  • dn_SW (i) ratio-dependent differential speed dnK_SW setpoint differential speed clutch dnK_IST actual value differential speed clutch MK (ST) controlled torque clutch MK (RE) controlled torque clutch MK (RE) controlled total torque clutch pAK_OFF pressure offset starting clutch pSUM totalized pressure pAK pressure level clutch

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Transmission Device (AREA)

Abstract

L'invention concerne un procédé de commande et de régulation d'un embrayage dans une boîte automatique à variation continue, dans lequel un appareil de commande électronique détermine, au moyen d'un premier ou d'un deuxième circuit de régulation, le comportement de l'embrayage pendant trois états de marche, de façon à avoir une variation continue de démultiplication d'un premier à un deuxième rapport de démultiplication, Conformément à l'invention, on utilise pour la commande et la régulation de l'embrayage pendant le premier état de marche, le premier circuit de régulation dont la variable commandée est équivalente à la valeur réelle de la vitesse de rotation du moteur (n_MOT_IST). Pendant le deuxième état de marche, on utilise un deuxième circuit de régulation dont la variable commandée est équivalente à la valeur réelle d'une vitesse de rotation différentielle (dnK_IST) de l'embrayage et, pendant le troisième état de marche, l'embrayage est sollicité par une valeur de pression commandée qui est dépendante de différentes variables d'influence.
EP00974442A 1999-10-30 2000-10-24 Procede et dispositif de commande et de regulation d'un embrayage dans une boite automatique a variation continue pour vehicule automobile Expired - Lifetime EP1224406B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19952351A DE19952351A1 (de) 1999-10-30 1999-10-30 Verfahren und Vorrichtung zum Steuern und Regeln einer Kupplung in einem stufenlosen Automatikgetriebe für ein Kraftfahrzeug
DE19952351 1999-10-30
PCT/EP2000/010457 WO2001033094A1 (fr) 1999-10-30 2000-10-24 Procede et dispositif de commande et de regulation d'un embrayage dans une boite automatique a variation continue pour vehicule automobile

Publications (2)

Publication Number Publication Date
EP1224406A1 true EP1224406A1 (fr) 2002-07-24
EP1224406B1 EP1224406B1 (fr) 2003-02-26

Family

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EP00974442A Expired - Lifetime EP1224406B1 (fr) 1999-10-30 2000-10-24 Procede et dispositif de commande et de regulation d'un embrayage dans une boite automatique a variation continue pour vehicule automobile

Country Status (5)

Country Link
US (1) US6730001B1 (fr)
EP (1) EP1224406B1 (fr)
JP (1) JP2003514198A (fr)
DE (2) DE19952351A1 (fr)
WO (1) WO2001033094A1 (fr)

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DE10124352A1 (de) * 2001-05-18 2002-11-21 Zahnradfabrik Friedrichshafen Mehrbereichsgetriebe für ein Kraftfahrzeug
DE10255181A1 (de) * 2002-11-27 2004-06-09 Zf Friedrichshafen Ag Verfahren zur Regelung des Kupplungsdruckes für einen Gangwechsel bei einem Automatikgetriebe
DE602004025315D1 (de) * 2003-09-24 2010-03-18 Japan Servo Schrittmotorantrieb
ATE423921T1 (de) * 2004-04-06 2009-03-15 Luk Lamellen & Kupplungsbau Verfahren zum ansteuern des kupplungsmomentes einer kupplung eines automatisierten getriebes und eine vorrichtung zum durchführen des verfahrens
DE102006024708B4 (de) 2006-05-26 2009-08-13 Continental Automotive Gmbh Kraftfahrzeug-Steuergerät zur Druckregelung des Volumenstroms einer Kraftfahrzeug-Hydraulikvorrichtung sowie zugehöriges Verfahren zur Druckregelung
US8260513B2 (en) 2010-05-24 2012-09-04 Ford Global Technologies, Llc Producing vehicle creep through a transmission without a torque converter
US10337609B2 (en) 2016-10-10 2019-07-02 GM Global Technology Operations LLC Clutch control in a continuously variable transmission
US9989146B1 (en) 2017-04-05 2018-06-05 GM Global Technology Operations LLC Adaptive clutch slip learning for critical capacity clutch fusing in a continuously variable transmission

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DE3937976A1 (de) 1988-11-17 1990-05-23 Zahnradfabrik Friedrichshafen Verfahren zur regelung einer kupplung
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Also Published As

Publication number Publication date
WO2001033094A1 (fr) 2001-05-10
EP1224406B1 (fr) 2003-02-26
DE50001350D1 (de) 2003-04-03
JP2003514198A (ja) 2003-04-15
US6730001B1 (en) 2004-05-04
DE19952351A1 (de) 2001-05-23

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